HJ&A Newsletter Issue #36, 2014Q4 (Updated 2016Q2)

The Life Cycle Way explores Energy, Transportation, Aerospace & Defense (A&D) issues and solutions that

impact Performance and Life Cycle Costs. Much of our research has been focused on cost drivers that have

the greatest impact on the Life Cycle costs of which energy is undoubtedly the most significant. There is

unanimous agreement that fossil fuel over the last decade has most affected transportation costs - hence

our preoccupation have been with new technologies that can unshackle the ties to oil and get us out of

fossil fuel bondage. Over the last decade we have addressed generic growth in performance of aircraft

mostly with focus on Specific Fuel Consumption (SFC) improvements. Between 2005 and 2014 SFC

developments are claiming15-20% improvement, but this performance has lost ground to increases in the

cost of jet fuel that has increased by 30+% during the same period (NL#10, 17, 25, 26, 29, 32p, 33p). We

have explored exotic solutions such as hybrid nuclear powered commercial aircraft both in terms of new

technology and potentially vast reduction in fuel cost (NL#32p, 33p, 34a). We have analyzed electric flight

with solar and batteries addressing energy issues of Specific Density (Wh/Kg) and Volumetric Density

(Wh/L) for improvements in energy storage (NL#26). We have investigated use of electric propulsion for

naval ships in connection with the introduction of the “all electric” fuel cell powered destroyer USS DDG-

1000 Zumwalt that started its sea trails in December 2015, we have explored electric performance for

improvement impact on mission costs(NL#28), and Hybrid Electric Ion Thruster for space travel (NL#41).

In this issue we are diverting somewhat from our normal format, in order to look in detail at what it will

take achieve practical speed on water by the use of only solar and wind power and solar hydrogen power.

With energy impacting all aspect of technology developments, and especially transportation - we are

looking for innovations to meet the design challenges, development and manufacturing of all powered

systems (transportation consumes 70% of all oil). In this issue of The Life Cycle Way, we are attempting to

demonstrate how to travel at practical speeds on water without fossil fuel by deploying new concepts in

motive power for vessels in the 80 x 200 feet size class - developments that can impact commercial,

government and military activities alike. The article summarizes the findings of a three year Study:

Perpetual Mobility and Sustainment on Water – Net Zero Energy Cost No Longer a Panacea – the text

compares Solar PV Vessel , Hybrid Solar HCPV Vessel and Hybrid Solar Hydrogen Vessel.

(This article appeared on HJA Solutions’ blog in 2015Q1 and received 20,000+ hits in 30 days).

Email: henning@hjaSolutions.com, Contact: Henning Jacobsen: (514) 214-4245, Blog at http://www.hja-solutions.simplesite.com

Perpetual Mobility and Sustainment on Water –

Net Zero Energy Cost No Longer a Panacea

INTRO

With exception of the two Great Wars the cost of oil was a great deal until the Yon Kippur War in 1956 and the

various Middle East wars that followed, with the OPEC cartel taking advantage of any and all political instability

in the Middle East to increase the cost of oil to meet their nations’ emerging social costs, which has been seen as

nothing short of holding the world’s economies hostage. Most analysts have stated that the fuel prices will in the

long run grow substantially as less conventional oil can be produced and demand throughout the world will

continue to outpace production even with the advent of shale oil from fracking – which incidentally is oil of less

quality, is harder to extract, limited in quantity and more expensive to produce, a situation that signals

substantial price increases over the next decade, even if it is hard to understand with the very low oil prices in

2014-15. It is inevitable that the growth in oil prices will hold mankind in bondage - until a disruptive technology

can be found. Could solar electric energy be the solution?

In September of 2009 Planet Solar became the first Photovoltaic (PV) solar only powered vessel to

circumnavigate the planet, to prove the feasibility of solar generated electricity as a source to move vessels in

perpetuity - eliminating fuel cost. In the period between 9/2009 and 2011/2 HJA Solutions studied the

performance of Planet Solar in order to identify and find improvements for a next generation vessel design for

perpetual travel on water at practical speeds both for commercial vessels and pleasure boats. During Planet

Solar’s two year circumnavigation, we had a dialogue with Dr. Pascal Goulpié, the science member of the Planet

Solar team, who provided helpful information on the technical aspect and the key issues of the circumnavigation.

This information has greatly aided our Study by providing benchmarking data needed to identify and quantify

new technology improvements that can be integrated into a next generation Hybrid Solar/Wind Vessel

(HSCPV/W). This article presents the key findings from our Study.

HJA Solutions objective has been to determine to what extent Planet Solar’s around the world trip signals a way

forward in determining what is realistic and practical in electric propulsion for future vessels. Planet Solar’s

circumnavigation took place with frequent stops in many cities around the world to promote solar motive

power. The intermittent stops along the way have made it difficult to establish the true cruising speed of Planet

Solar. The most common speed during sunny calm days was 6-8 knots with short sprints up to 14 knots having

been recorded (1h in duration). At times when the sun was absent Planet Solar travelled aided by battery

capacity for up to 48 hours. By studying the Planet Solar log, it appears that the overall average underway

speed throughout the circumnavigation (40,000km/26,400 miles) was only 3-4 knots, an observation that may

show that Planet Solar is not economical for commercial transit based on the use of 2009 PV technology. In

addition, the $20+ million price tag for the vessel shows that the concept has a long way to go to reached

economical viability - when amortized against the savings in cost of fossil fuel. Planet Solar’s PV technology

reached cell efficiency of 25% DC in the 2014 upgrade; it is seen as the limit for mono-crystalline silicon (c-Si)

for further growth. For the purpose of our Study, Planet Solar has been an excellent platform for benchmarking

improvements in solar technology as well as sustainment systems, battery developments, power management

and vessel design - all developments required for a Next Generation practical vessel for perpetual travel at

reasonable speeds and at zero fuel cost.

Past Power Generating Ideas

Magazines like Popular Science and Popular Mechanics have since the 1950s frequently displayed solar,

battery and wind technology solutions on its pages, but with the low cost of oil not much happen until the first

oil embargo in 1973. It took until the 1990s before we could see renewable energy alternatives of a practical

nature, but at very high costs. In early 2006 we saw proliferation of solar and wind generated power

accompanied by rapid cost reduction making renewable technologies a real contender in several energy fields.

Most developments were for stationary utility use, but there have been some mobility experiments prior to

Planet Solar, the most noteworthy was the Sun21, a 40 foot catamaran with a PV solar panel roof that crossed

the Atlantic in 2007, but not until 2009 and the advent of Planet Solar did we see a full-fledged scientific

expedition setting out to prove that solar powered vessel could be used for ocean crossings.

The Turanor - Planet Solar

Swiss engineer Raphael Domjan had long dreamt of circumnavigating the planet without the use of internal

combustion engines, his dream was realized during 566 days between 2009/9 and 2012/2 when he circled the

planet on a 102 foot long x 49 foot wide catamaran weighing 95tons with an upper PV solar panel deck area of

5,059SF, plus extendable flaps and wings that when deployed added another 780SF - making the total solar

field 5,839SF. The flaps and wings appear to have been an after-thought to ensure that more power could be

available in an emergency. The topside solar surface was covered with 38,000 PV solar cells with a total

nameplate of 93.5kW peak(p) power capacity, producing electricity during times of the day when solar power

production occurs at equator average 7-8 hours during the summer months, and in the temperate zone at 5-6

hours – both conservative estimates.

0.91.6

2.6

4.0

4.9 5.2 5.44.6

3.3

2.0

1.10.7

1.1

1.9

3.1

4.7

5.86.1 6.3

5.4

3.9

2.4

1.30.8

1.2

2.3

3.6

5.5

6.87.2 7.4

6.4

4.6

2.8

1.61.0

1.5

2.7

4.3

6.5

8.18.5 8.8

7.6

5.5

3.3

1.81.2

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

60˚ up 40˚-60˚ 20˚-40˚ 0˚ - 20˚

The Solar energy is free but it is intermittent with few sunshine hours varying by the latitude and ultimately depending on energy storage for continues available Load.

Solar Fuel: Annual Average Sunshine Hours Monthly by Latitude

The Planet Solar’s energy field output is achieved by the use of mono-crystalline silicon (c-Si) solar panels that

in 2009 had efficiency of 23.5% DC for Cell, 21.2% DC for Array and 18.1% AC for System (Array is used

interchangeably with panel and module); SunPower’s c-Si was the highest efficiency PV production panel in

the industry at the time. The PV panels, in addition to providing Motive Power, also had to provide the

onboard Hotel Load a requirement that varies with the size of vessels, number of crew and the level of

comfort desired (ranging between 20kWh and 60kWh daily for vessels between 80 and 200 feet).

The Planet Solar can achieve dash speed powered by four 30kW electric motors (two in each of the two

outriggers) while two 10kW motors are used for normal cruising (one in each of the two outriggers). The

adjustment of power from one motor to the other was used to steer the vessel which eliminated the need for a

rudder (the engine steering system suffered a breakdown in the Pacific Ocean in 2012 – and during the 2013

upgrade a rudder was added).

Depending on the status of the battery charge, power is apportioned between electric motors and the hotel

load. By down selecting to the two 10kWp motors and deferring most onboard utility power consumption – it

will allow the vessel to extent its non-solar travel time until the sun emerges again.

To enhance the effective use of power, the design chosen was that of a catamaran (1-2 knots speed

improvement over a conventional hull), due to the need to have a large solar field on the top deck (5,839SF) –

it allowed space for living quarters for a crew of eight below the top deck. To maximize the speed of the vessel

the New Zealand nautical designer Craig Loomes created a design with two outrigger hulls that were wave-

piecing to penetrate the surface in order to reduce resistance drag and improve overall power efficiency. The

designer also selected two five-bladed 6.7-foot diameter controllable pitch surface piercing carbon fiber

propellers mounted at the aft end of the two outrigger pods - a drive system that has proven to be very

effective for multi-hull vessels. Each surface piercing propeller is driven by two pair of brushless synchronous

electric motors, which is a cross between AC induction and DC motors. The rotating parts of the motors are

made from powerful permanent magnets with stationary field coils that work like three-phase AC motors. The

DC from the batteries is inverted to AC at a frequency that varies according to the combinations of motor and

hotel load. By alternating between the two 10kW motors and the four 30kW motors, the system converts the

pulses of DC that are delivered to the field coil at exactly the right time to produce the speed and torque

required for the propellers to run at optimum performance - allowing for travel distance of up to 125 miles

(200km) per day.

To achieve the most efficient use of power from the solar field, Planet Solar has developed a proprietary “Ten

Step Computer Device”, that manages the flow of power, together with an off-the-shelf software program

called the Maximum Power Tracker which allows for continuous system monitoring, dynamically adjusting

consumption to achieve the best combination of extracted power for the transit operation of the vessel while

Planet Solar perpetually chased the sun around the planet.

Lessons learned from Planet Solar

To voyage at practical speeds over long distances for a future Planet Solar Spin-off will need some

improvement. Theoretically, under perfectly calm conditions the solar only Planet Solar could travel at 6-8

knots. However, due to weather conditions, navigations errors, days without sun and occasional break downs -

the average speed was calculated to be only 3-4 knots – speed that does not meet commercial requirements.

The size of the Planet Solar energy field was initially considered adequate to deliver sun power production of

between 468kWh and 561kWh per day (Planet Solar best day of energy production was in the

Mediterranean in the summer with 623kWh of energy generated over an eight hour period). During the

2009-2012 circumnavigation it became clear to the Planet Solar Team that the power generation had been

under-estimated, leaving the vessel short of adequate kWh, as evidenced by the 2013 Planet Solar upgrade,

in preparation for its new mission as a Science Platform to study the Gulf Stream by Woods Hole Ocean

Research organization. The 2013 upgrade saw the top deck increase in size to become 5,515SF plus 780SF of

flaps and wings, totaling 6,295SF (resulting in an increase in the energy field size of 7.2%), which translated

into an increase in installed power from 93.5kWp to approximately 100kWp. This improvement was

reported to have increased the average speed from 3.5 knots to 5 knots, an increase that only marginally

improved Planet Solar’s performance. However, this is possibly the best that can be achieved by Planet Solar

due to the physical size limitation of the top deck. With c-Si products having reached their maximum design

efficiency of 25% cell DC. We chose to study the High Concentrating Photovoltaic (HCPV) with cell efficiency

of 43.5% in 2014, it clearly shows that HCPV is superior technology for motive power use in order to achieve ”

fuel free” travel for vessels between 80-200 feet.

Hybrid Solar-Wind Vessel Targeted Technologies

The HJA Solutions’ Study concluded that a PowerPack® integrated with renewable energy elements could

make a notional 90 x 24 foot Hybrid Solar-Wind Vessel with 100kW HCPV solar field (80 x 22 foot), would

make the HSWV totally independent of fossil fuel. Our major challenge with the Study has been to identify

elements that can improve performance - with focus on more efficient solar modules generating electricity

beyond the level of the 2009 c-Si arrays used by Planet Solar.

A secondary objective was finding improvements in energy storage from Batteries and/or other energy

storage systems. Although, not finding a revolution in battery technology, the developments over the last

few years have resulted in batteries with 50% higher Ampere hours (Ah) and a improved battery depletion

rate down to 30% of the battery capacity (2009 Li-ion depletion rate reach down to only70% of the battery

capacity).

To accompany advances in energy generation and storage, new computer control systems and software

have emerged that will make integration of multiple energy sources vastly more capable compared with

currently marketed computer software.

Finally, we set out to find ways to get the price lower for all the system elements, to facilitate more

reasonable offers. Since to 2009 the cost PV have come down by approx. 40% and though HCPV is more

expensive on a per square foot basis, the solar field is 56% smaller, the Li-ion batteries has also seen price

reduction, but more important the Ampere hours has increased by 50% and reduction in depletion rate is

40% improved which has resulted in batteries being 50% lighter. This situation has benefited our energy

budget that made it possible to determine successful system findings.

Hybrid Solar/Wind with 80’x 22’ PowerPack®

distributed

Distributed

Hybrid Solar-Wind Vessel – Power Generation

The 2013 National Renewable Energy Laboratory (NREL) chart above indicates that Sun Power’s c-Si in 2009

had efficiency in the middle of the chart with Cell efficiency of 23.5% DC, Array efficiency of 21.2% DC and

System efficiency of 18.1% AC. The new CPV developments lie above the line, most reflect prototype cells not

yet in production, but some CPV products have become manufacturing read. In August 2013, Amonix

announced it had achieved 35.9% Cell efficiency a world record that was rated by NREL under a concentrator

standard test conditions (CSTC). Amonix was primarily looking to win stationary electric generation contracts,

but found it difficult to gain acceptance despite their higher CPV output when competing against the cheaper

thin film solar products. Despite Amonix very promising results the Company seized to exist in June 2014, the

assets of Amonix were acquired by Arzon Solar for the purpose of continuing development of CPV technology

and products. The price gap has since diminished and for motive use with much smaller solar fields the price

was and is - no problem.

In 2015 Siemens was declared as the current world record holder in HCPV (Higher Concentrating PV - the new

name for CPV). Initially, Siemens claimed 43.5% cell efficiency DC and an array efficiency of 32.9% DC, but

subsequent it was reported that the Cell efficiency was only 42% DC and Array efficiency at 37.8% DC and with

System efficiency at 32.3% AC. In the last couple of years we have seen new a unique “sun tracking plate” that

follows the trajectory of the sun across the sky while GPS and a Directional tracker that keeps the cells

pointing at the sun at all times in a way that generates increased power output (1-Axis tracker for changes in

elevation, increases power by 25% and a 2-Axis tracker increases output by 35%.

NREL forecasts that cell efficiency will reach 50% by 2020, which will provide over double the efficiency

compared with the SunPower 2009 c-Si panels. The application of HCPV is no longer an issue of cell output,

but rather an engineering challenge, one that can more easily be solved than developing new solar cell

technology with higher output.

The HCPV 2-Axis Solar Power System

The HJA Solutions Study aimed to validate a HCPV demonstrator with hydraulic tracking modules – making

certain that the engineering and power generation targets could be met. Work was conducted on a scale model

demonstrator. The findings indicated that the notional HSWV will have sufficient power measured against the

calculated consumption. The reduction in size and weight will have a downward cascading effect on all aspects of

power consumption – far beyond the sum of linear elements reduction.

The notional 90 x 24 foot HSWV prototype has been calculated to require only two banks of modules for

approximately 1,760 SF (56% smaller energy field than that of Planet Solar with same approx 75kW capacity);

along with other energy saving concepts the HSWV will be cruising at an average of 10-11 knots continuously.

The HCPV system will be hidden from view with the 2-Axis tracking unit located on the top deck in a casement

that is 12 inches deep - deep enough to accommodate the unimpeded movement of the tracking device. The

two banks of five HCPVs will appear flushed with the top deck and be covered by a clear optical quality glass to

prevent water spray and humidity intrusion (allowing 95% of sunlight through).

The HCPV field and the 2-Axis sun tracking mechanism will create an energy field that is 56% smaller than a PV

equivalent, when augmented by two auxiliary wind turbines that are sufficient to generate the required

energy output for the Hotel Load (see separate wind turbine section – below). Also, facilitating the HSWV’s

Engineering Unit - 2-Axis Prototype of HCPV Model Embedded HCPV: 5 units x 2 banks of 1,760SF

power budget is an increase in use of DC direct current, resulting in less conversion from DC to AC for most

onboard equipment. By using DC wherever possible for appliances like LED Lighting, Air Conditioning,

Refrigerator, Induction Cooker and LED TV – it will alleviate much of the need for conversion to AC which

otherwise will carry a loss between panel and system of approx. 10-15%. The use of DC wherever possible will

ensure that power for higher speed can be obtained, and/or facilitate increased battery charging for more

available power reserves, and eliminating periods when power for the hotel load has to be conserved to the

detriment of comfortable onboard living.

Heat Pipe/Pump/Cold Sink to off-set Power for Heating /Cooling Onboard

Capturing the heat generated by the HCPV can be channeled to the HAVAC system reducing the demand on

the Hotel Load by approx. 40% and the conversion of heat from the heat source to a Cold Sink will generate

3.7 kWh per hour that can supplement battery charge-up.

The HSWV HCPV solar field uses a Fresnel lens at 300-1000x magnification of sunlight focused on the HCPV

cells which generate substantial amounts of heat that can be pumped out of the HCPV casement unit into a

short heat pipe. The high heat produced by the HCPV field is unique among solar production systems and

provides the opportunity to use this phenomenon to heat and cool the vessel and at the same time

substantially reduce the energy required to meet the Hotel Load requirement. The only practical limit to the

amount of heat transfer is the speed with which the gas inside the circular heat pipe can be condensed to

liquid at the cold end. This process operates during times when HCPV solar production takes place, when the

sun is absent the heating/cooling need to be augmented by battery power. Since heating and cooling

represent the highest Hotel Load use of onboard energy - any amount of heating and cooling on sunny day

will result in less use of stored battery power, allowing for a greater amount of kWh to be available for

mobility of the vessel. This energy element is one that decreases the need for stored power - compared with

the other system elements that by design are increasing kWh production.

Near Term Battery Energy Storage

The accelerated developments in Energy Storage are focused on eight technologies: batteries, hydrogen fuel

cells, compressed air, flywheels, super conducting magnetic energy, thermal energy, ultra-capacitors,

isentropic storage – these technologies will compete head-to-head, but size and weight will determine specific

systems suitability. In the marine environment today there is little tangible progress in battery systems except

for Lithium Ion (Li-ion) batteries has improved from density from 75-135Wh/kg which are showing substantial

benefits over the second choice Nickel-metal-hydride (NiMH) batteries at 50. The drawback with Li-ion so far

has been overheating particularly onboard aircraft, and in cars, but no overheating has been reported in the

marine environment. The second drawback is the price, due to incremental improvements in density, the Li-

ion batteries has seen a number of increases in price - making the cost the greatest stumbling block today.

Recently, the Li-ion Manufacturers Organization in its “Forecast 2013-2020” stated that cell level prices will

decrease to half of today’s cost by 2020, attributed to higher than expected demands from the Electric Vehicle

Industry, but there is a long way to go to reach the power density of fossil fuels. The more efficient Li-ion

variant today is the LiFePO4 Lithium Phosphate battery which has proven to give vessel a 50% increase in

available ampere hours, lower weight as well as an improved discharge (depletion down to 33% capacity vs.

Absorbed Glass Mat (AGM) battery with depletion down to only 70% of the battery capacity – the LiFePO4

Lithium Phosphate battery development greatly simplifies and stabilized onboard electrical systems.

Current energy storage research indicates that efforts other than Li-ion products are showing signs of progress.

Attracting much attention is the rumored Thorium Plasma Battery (ThPB) which no-one seems to have seen and

it appears to be cloaked in secrecy - involving a U.S. Government "gag order" and stories of several disappearing

scientists. A patent search revealed the existence of ThPB, but access to information has been blocked. The

ThPB is rumored to have specific density of more than 500Wh/kg – it would be revolutionary, if it is real.

Researchers at MIT have come up with an alternative system for generating electricity, which harnesses heat

and uses no metals or toxic materials:

Energy DensityWh/Kg

10000

1000

100

0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000

Speci

fic E

nerg

y (W

h/K

g)

Volumetric Energy Density (Wh/L)

High-pressure

Hydrogen (35 Mpa) CNG

20 Mpa)

Hydrogen

absorbing

Alloy (2wt%)

Ethanol

Gasoline

Bio-diesel

Diesel

Lithium-ion

Nickel metal hydride

Lead

Source: Toyota

Gaseous fuels

Liquid fuels

Batteries

LMB

ThB 500Wh/Kg.

LMB: Liquid Metal Battery –still under investigation

ThB: Thorium (Plasma) Battery - still under investigation

200Wh/Kg

50 100200

500

Lead Acid Li-ion 200-2020 Liquid Metal ThB (Notional)

Battery Efficiency Development 2000 - 2020 (Wh/Kg)

The Carbon Nano-tube Battery is the newest approach that is based on a discovery that a wire made from

micro cylinders known as carbon nano-tubes can produce an electrical current when it is progressively heated

from one end to the other, when coated with a combustible material and then lit at one end - it burns like a

fuse. This discovery represented a previously unknown phenomenon. A recent experiment has proven

increased efficiency of the process at more than a thousand fold increase in output the device over batteries

on a pound for pound weight basis – this will place Carbon Nano-tube batteries in the same density ballpark

as the best batteries today. The MIT Team has claimed that carbon nono-tube battery could theoretically

challenge energy output by fossil fuels – revolutionary if it could be true. However, the researchers caution

that it could take several years to develop the concept into a commercial product.

The Planet Solar’s PV power field feeds power to its Li-ion batteries, consisting of 688 Li-ion cells making-up 3

battery packs placed in the outrigger pods, these batteries have a combined weight of 11ton with a capacity of

approx. 2,900Ah; which has demonstrated that the batteries can drive the vessel for approx. 48 hours while

waiting for the sun to again appear. During short periods when Planet Solar recorded 14 knots dash speed

under favorable sun and sea conditions - there was no excess power generated towards charging the

batteries, but at an average speed of 6-8 knots there are some recharging, but its discharge capacity was

limited, and not comparable to the more efficient LiFePO4 Lithium Phosphate battery available today.

Hybrid Solar Vessel using the new LiFePO4 batteries vs. AGM - comparisons:

Note: One can calculate that a 2009 half scale Planet Solar would need approx. 1,450 Ah (344 cells) to perform proportional storage

with Li-ion batteries at a weight of 5.5tons. Using the current LiFePO4 Lithium Phosphate battery system – on the half scale vessel will

have equal capacity with a battery bank weighing only 2.3 tons. The LiFePO4 batteries have reduction in volume and weight and have

6 times faster charge-up time than the older Li-ion batteries as well as a depletion capacity of 70% instead of the 2009 Li-ion batteries

at 30% - it suggests vast savings in the energy storage requirements, improved discharge performance and much less weight as well as

a substantial reduction in price. However, the way ahead is installation of Hydrogen Fuel Cells.

Case study: Marine energy storage system for an 80 foot sailing catamaran (similar challenge to the Hybrid

Solar-Wind Vessel), with a 2009 AGM power system that in 2015 was exchanged for LiFePO4 batteries which

has proven to give the subject vessel a 50% increase in available ampere hours (Ah), as well as an improved

discharge down to 33% capacity vs. AGM depletion which is reached at 70% of the battery capacity – an

evolution that greatly simplified and stabilized the electrical system.

Additional - Auxiliary Wind Power Augmentation

The Hybrid Solar-Wind Vessel is so called because the vessel concept proposes additional systems for power

generation, with combined output that will generate additional energy to increase the cruising speed and

improve charging of the vessel’s batteries to offset the drain on the energy Budget.

Type Battery Units Unit Ah System Ah Discharge % Net Ah Efficiency

Approx Unit USD Relative benefits

Weight

AGM 6 110 660 40 396 3,000E x 6 71% 100%

LiFePO4 4 400 1600 70 560 6,500 x 4 99+% 50%

The evolution of small wind turbines

The development of small wind turbines has undergone rapid change. New wind turbines can augment power

production during overcast days, from wind at sea that is nearly always in evidence. The addition of wind

generated power will ensure extended mobility and guarantee the full use of the electrical motors at all times,

and full support of the most critical equipment and appliances. This simple solution will generate electricity for

any emergency and ensure adequate hotel load at all times. Modern wind turbines today have the potential of

generating greater amount of power from ducted wind turbines showing improvements from 15kWh/day up to

25kWh/day and new vertical turbines can reach 35kWh/day. The power available from the wind varies with the

cube of the wind speed. If the wind speed doubles, the power of the wind power increases 8 times. One of the

effects of the “cube rule” is that a location that has an average wind speed compared with one that has wide

swings from low to high velocity will have more energy potential. This is because the occasional gusts pack a lot

of power in a short period of time. Of course, it is important that the occasional gusts come often enough to

keep up with the Hybrid Solar-Wind Vessel’s power needs.

The maximum efficiency of current wind turbines are 59%, traditional land-based small wind turbines with gears

and generators has only 33% efficiency. The new gearless ducted small generators have performance on open

water showing efficiency of 50+% at wind speed of 32kmh (9m/s) and have only 35db noise at 10 feet. New

vertical wind turbines have emerged with interesting results – small 4 feet diameter fixed deck mounted wind

turbines only 4 feet tall - have claimed efficiency of 60+%, these wind turbines are easier to place on a vessel and

have claims of generating nearly inaudible noise.

Alternate - Wind Power Augmentation for Long Transits

An additional power generation option for vessels up to 10,000 ton is developed by SkySail of Germany using a

super large towing kite that can be deployed by freighters on ocean crossing routes with favorable wind condition,

using kites in sizes up to 160m2 (1,722SF), at a total system weight of 900kg can be remotely operated from the

ship’s bridge. The SkySail system is intended to facilitate conservation of fossil fuel for vessels traveling at 8-10

knots during long transits - in wind of 25 knots (10.8m/s) with the Kite at an altitude 100 - 300 meter (328 - 984

feet), will give a 10,000 ton freighter fuel saving at today’s bunker oil price of approximately $1,800 per day .

An 80 foot Hybrid Solar-Wind Vessel can use a 40m2 (431SF) SkySail systems with the

kite weighing only 9kg. The kite is launched out a forecastle bench with a small hydraulic mast deployed and

controlled from the steering site. The kite has a control system fitted with electronics that measures air speed

and wind direction aloft allowing for adjustments during operations. When deployed at altitudes of 100 to 200

meter (328 to 656 feet) the kite catches the stronger and steadier airflow aloft – the wind is 25% stronger than

on the surface. This size kite has energy saving equivalent to 400kW. The SkySail’s control system will steer the

airfoil over a 60+/- degrees arc pulling a vessel forward. The kite generates five times more power per square

meter than a conventional sail.

The launch mechanism uses a short telescopic mast for hoisting the 40m2 Kite (it takes 5 minutes to launch

and 10 minutes to retrieve and pack). The operation of the equipment when aloft is completely automatic,

requiring human intervention only for packing and storing the towing Kite. The system is relatively

inexpensive, with stats indicating 35% average fuel savings (on certain routes the fuel savings have reach 50%

per day). For the Hybrid Solar-Wind Vessel the SkySail will place less demand on the electric consumption for

motive power and also preserve the power in the batteries. The SkySail Kite is particularly cost effective for

longer transits. The economics of the SkySail shows an 18 to 24 month repayment schedule by continuous use

and thereafter a life-long relief from transit energy cost.

Hybrid Solar-Wind Vessel Performance vs. Cost Data

The size of the energy field has an over-riding impact on the vessel design, size and cost. So far vessels have

only been constructed with PV solar panels, but in the future HCPV solar fields can produce more viable

transit performance which is based the difference in efficiency between the PV of 2009 and the forecasted

efficiency of HCPV that by 2015 - that will exceed 50% efficiency (updated from the initial 2014Q3 text):

HCPV products today have an uninstalled module cost of $2.95Wp, (49.2% more expensive than the 2009 PV

panels used on Planet Solar), but with cell output of 42% DC HCPV is nearly double the efficiency of c-Si cells;

the HCPV shows an increase in output of 29.4%, by adding the latest 2-Axis tracking the solar field achieves

improvements up to 37.7%, compared with best PV reaching its final output limited in 2010 with cell efficiency

of only 23.5%. Adjusting for size of energy field and output levels the HCPV will be approx. 10% less costly,

since the energy field’s physical size will be much smaller. The prices listed are for the modules only and it

does not consider engineering and installation. References to DC, AC, 1-Axis and 2-Axis tracking are based on

the assumptions in the table above. DC can be used without inverters hence giving a higher energy output for

the equipment that can use DC directly - which adds 15-20% in energy savings. The NREL forecast for 2020

lists improvement in cell output projected to reach 50% (system 35.0%) along with a 5% improvement in 2-

Axis tracking is projects increase total efficiency to 47.3%.

The Hybrid Solar-Wind Vessel with a PowerPack of 1,760SF solar energy field generating an average speed of

10-11 knots compared with Planet Solar at 5 knots based on its 2014 upgraded 6,295SF PV solar field. Three

years of solar field performance improvements since Planet Solar was launched have now made it possible to

consider reasonable transit speed and perpetual mobility along with sustainment on water at zero fuel cost for

vessels between 80 and 200 feet and a substantial reduction in fossil fuels consumption (<50-60%) for vessels

between 200 to 500 feet. Vessels of less than 80 feet will also have reduction in fossil fuel consumption, but it

will be limited due to the smaller available deck space for installation of a HCPV energy field.

New Micro Grid and Electric Motor Technology

The newly developed DC micro-grid and variable speed DC electric motor system now being introduced on a

4,000 gt Platform Supply Vessel (PSV) has demonstrated great improved in power requirements. The micro-

grid combines the onboard DC current for improved operation using less electric power. In addition to saving

electric energy it also reduces cost of running an emergency generator, if and when the electric system for any

reason cannot feed electricity from solar production or batteries in order to run the electric motors, a

generator will kick-in bypassing the batteries until solar and/or wind power system power generation can be

restored. Such emergency use of a generator provides an economical back-up for any size HSWV, this system

Type Cell DC Array DC System AC 1-Axis

Tracking DC

2-Axis

Tracking DC

SERC - PV 1992 12% 10.8% 9.2% N/A N/A

First Solar - PV 2007 15% 13.5% 11.6% N/A N/A

Sun Power PV - 2009 23.5% 21.2% 18.1% N/A N/A

Sun Power PV - 2014 25.0% 22.5% 19.3% N/A N/A

Amonix CPV - 2012 43.9% 39.5% 33.8% 47.4% 53.3%

Siemens HCPV -2015 42.0% 37.8% 32.3% 45.4% 51.0% NREL CPV- 2020 Estimate 50.0% 45.0% 38.5% 54.0% 60.8%

is in and by itself a great first step in the introduction of the PowerPack® for fossil fuel dependent vessels. This

electric drive system is a “plug and play” solution in achieving near fuel independence. The PSV now under

construction in Norway will be the first ship to mount this DC micro-grid with variable speed DC motors giving

the onboard electric system a weight reduction of 25% and a 15-20% fossil fuel saving.

Conclusion

The PowerPack® system will provide freedom from fossil fuel for many types of vessels. As HCPV technology is

still evolving and with even higher efficiency possible and improved tracking from 30% to 35% by 2015 will result

in system efficiency improvement of over 60%. In the future Li-ion batteries could be replaced by a stack of fuel

cells - it will also contribute to improved endurance. By augmenting vessels with small wind generator(s) - that

will provide additional power for emergencies and reducing Hotel Load dependency on the limited battery

capacity. In the event of ocean passages a SkySail will substantially reduce the solar power requirement for

mobility by an average of 35%. New computerized management systems will integrate all energy collection into

a complete overarching system that will have a downward cascading impact in reduction of power for mobility

and sustainment. Modern software exists to more effectively manage the distribution of energy. For the

foreseeable future vessels between 80 and 200 feet will have the potential to be totally independent of fossil

fuel in perpetuity. Theoretical proof now exist for both fuel saving and capital cost reduction which can result in a

practical vessel designs that will benefit owners’ operating cost, in a no-noise environment without fuel smell

and at the same time lessen impact on the environment by providing carbon free travel.

For more information you can view a comprehensive PowerPoint slide presentation on the SlideShare

internet site or additional information on the Company Blog http://www.hja-solutions.simplesite.com

Milestone Hybrid Solar Designs